US718430A - Railway road-bed. - Google Patents

Description

No; 718,430. PATENTBD JAN.13,"190'3.1 'J. W. COOPER.

RAILWAY. ROAD BED.Y APPLICATION FILED MAY 7, 1902;'.

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APPLIOATIONI'ILED MAY 7, 1902. I

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.J." W; 00011312. RAILWAY ,RO'AD B'ED.' APPLICATION FILED MAY 7, 1902.

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UNITED STATES PATE T OFFICE.

JOHN WV. COOPER, OF BOSTON, MASSACHUSETTS, ASSIGNOR OF ONE-HALF TO WILLIAM M. BUSH, OF PROVIDENCE, RHODE ISLAND.

RAILWAY ROAD-BED.

SPECIFICATION forming part of Letters Patent No. 718,430, dated January 13 1903.

Application filed May 7, 1902. Serial No. 106,316. (No model.)

To all whom it may concern.-

Be it known that I, JOHN XV. COOPER, a citizen of the United States, residing at Roxbury, Boston, in the county of Suffolk and State of Massachusetts, have invented certain new and useful Improvements in Railway Road- Beds; and I do hereby declare the following to be afull, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to railway road-beds, and the principles involved in the invention are applicable either to surface road-beds of overhead electric cars or for the underground electric system.

The main object of the invention is to provide a firm, solid, and efiective support for the railway-rails, whereby the rails are prevented from sagging, dropping, or being bent down, especially at the extremities of the rails or rail-joints, the road-bed hereinafter described being admirably adapted for heavy traffic.

A further object of the invention is to provide a construction of road-bed which will greatly facilitate the primary building of the road and also greatly facilitate repairs when necessary.

A road-bed constructed as hereinafter de-' scribed combines strength, simplicity, reliability, and economy both in original construcfor straight sections of the road-bed. Fig. 3

is asimilar view of the tie employed on curved sections of the road. Fig. 4 is a side eleva- Fig. 5 is a crosssection through the road-bed, showing the stringers in the form of I-beams. Fig. 6 is also a cross-section similar to Fig. 5, showing 'ing a conduit for electric railways. an enlarged front elevation of one of the wooden stringers. Fig. 7 is a cross-section through a tie, showing the bottom flange. Fig. 8is a cross-section similar to Fig. 5, showbrackets or yokes. Fig. 10 is a side elevation of the same. Fig. 11 is a detail perspective view of one of the chair-plates.

Similar numerals of reference designate corresponding parts in all the figures of the drawings.

The tie which forms one of the principal features of the present invention is composed of a bar or strap 1 of steel or other metal approximately of three-eighths or one-half inch in thickness and of a length adapting the tie when completely formed to be of the usual length employed in the construction of steam or electric railways. The width of the tie may be eight inches, more or less, and, as shown in Figs. 2 and 3, the end portions of the bar or strap are recurved, as shown at 2, and extended inward to form overhanging portions 3, upon which the rails 4 rest. hanging portions 3 are horizontal and parallel with the bottom or body portion 1' of the essentialrequirements being that the ends 85 of the body portion of the tie are extended upward and inward, so as to overlie the body of the tie and be arranged at a distance above the same equal to the height of the stringers.

Extending lengthwise of the road-bed and 0 directly beneath the rails 4 are stringers 7, which in Fig. 5 are shown to consist of I- beams, preferably having smaller flanges 8 at the top than those,9,at the bottom. The flanges;

8 at the top are approximately of the same 5 width as the base-flanges 10 of the rails 4, while a the bottom flanges of the stringers 7 may be as much wider as may be deemed expedientl according to the character of the traffic for which the road is designed. The stringers 10o rest directly on the lower body portions 1 of the tie, and the projecting horizontal end por- Fig. 9 is 55 The over- This exact mantions of the tie rest directly upon the stringers, the parallel portions of the tie being held together firmly by means of bolts 11, passing through said parts. By reference to Fig. 6 it will be seen that solid wooden stringers 12 may be used instead of the I-beam stringers. Such wooden stringers will answer the purpose admirably for roads designed for light traffic; but for heavy steam-roads and the modern electric roads the I-beam stringers are considered better, as giving greater stability and durability.

By reference to Fig. 5 it will be seen that each tie is provided at one edge of the overhanging or projecting portion 3 with a lip 13, formed by cutting and stamping the metal adjacent to the edge of the tie, said lip 13 being adapted to project over the base of the adjacent rail 4, as shown. At the opposite side the rail is held by a clip 14, the base of which is provided with an opening to receive one of the bolts 11, hereinabove referred to. Said bolt thus holds the parallel portions of the tie together and against the stringer and also retains the rail-holding clip in position, the bolt receiving a suitable nut and lock-nut.

In some cases it is desirable to provide the body portion of the tie with flanges 15, extending lengthwise along the opposite edges thereof and projecting downward from the lowerside of the tie, as shown in Fig. 7. These flanges not onlyadd materially to the strength of the tie as a whole, but also assist in anchoring the tie in the ballast and holding the same against lateral movement. To further strengthen the tie, tie-rods 16 may be extended between the in Wardly-projecting portions 3 of the tie and be secured thereto at one end by one of the bolts 11. and at the other end by means of an auxiliary bolt or fastener 17. In some cases the tie-rods 16 maybe connected directly with the stringers in the manner illustrated in Fig. 1.

In order to facilitate the original construction of the road, as well as subsequent repairs, the openings in the body portion 1 of the tie which receive the heads of the bolts 11 are preferably made in keyhole form, so that the heads of the bolts may be passed through the larger portion 18 of the hole and afterward beneath the narrower portion 19 thereof. It will be noticed that the rail-holding lips 13 of each tie project in the same direction, one lip engaging the outside flange of one rail and the other lip engaging the inside flange of the other rail. The object of this arrangement is to enable a tie to be removed and replaced without disturbing the other ties, the same being accomplished by removing the detachable clips 14 in amanner which will be readily understood.

By reference to Fig. 1 it will be seen that the stringers break joint with the rails, the rail-joints occurring midway between the ends of the stringers. In order to further brace the stringers at their meeting extremities, auxiliary stay or lap rails 20 are inserted receiving holes 21. of holes extending at an inclination the railthrough the recurved end portions of several adjacent ties and firmly held between the parallel portions of the ties, such stay or lap rails being of the same height as the stringers.

The tie hereinabove described is the one used for straight sections of the road-bed. Where curved sect-ions of the road occur, the tie illustrated in Fig. 3 is used. This tie is the same in shape as the one previously described and differs therefrom onlyin respect to the integral rail-holding lips 13. These lips are dispensed with and in lieu thereof each overhanging portion 3 of the tie is provided with transverse and converging rows of bolt- By reason of these series holding clips 14:, which are used on both sides of each rail, may be set outward or inward a sufficient distance to compensate for the curvature of the road-bed at the particular point where the tie is placed. This form of tie may of course be used on straight sections of the road; but the form of tie first described is preferred for that purpose, as it is easier to put in place and removed.

In adapting the principles of the invention thus far described to underground electric roads a bracket or yoke 22 is employed, the same comprising a base 23, which extends lengthwise of the central portion of the body 1 of the tie, and upwardly-diverging arms 24:, extending upward from the base at opposite sides of the conduit-walls, which are preferably formed of sheet metal, as shown at 25, the latter being secured in any convenient manner to the inner edges 26 of the arms 24:, which are suitably curved to give the proper transverse contour to the conduit. The upwardly-diverging arms 24 are strengthened by means of flanges 27, while sufficient space is left between the arms to receive insulating-hangers 28, which support electric conductor-rails 29, ordinarily arranged at opposite sides of the conduit, as shown. The Walls 25 of the conduit are also cut away at proper points to receive the hangers 28. The slotrails 30 rest upon the upper ends of the arms 24 and are braced with relation to the railway-rails by means of the tie rods or bolts 31.

From the foregoing description it will be seen that the all-metal tie is adapted for use either on surface steam or trolley electric road-beds or on underground cable or electric railways, the brackets or yokes 22 being applicable to the central body portions of the ties. The ballast is tamped beneath the ties and also beneath the stringers, and thus the ties are not required to form the sole support for the rails, as the stringers rest directly on the ballast and are supported practically throughout their entire length. The Weight of the cars passing over the road is thus distributed upon the ties and stringers, it being impossible for any particular tie or any particular portion of the road-bed to be disturbed without affecting the road-bed for a considerable distance. The ties and stringers thus foundation for the railway-rails.

mutually support each other and form a firm In order to give greater security, the ties are arranged to alternate with respect to the direction in which the integral rail-holding lips 13 project, such lips of one tie projecting in a direction opposite to that in which the corresponding lips of the adjacent ties on opposite sides thereof project. Ordinarily it is preferred to place sufiicient ballast on the road-bed to bring the same up to the level of the bottom of the railwayrails, thus concealing and firmly anchoring the stringers.

In roads designed for especially heavy traffic or where the ties are set at a considerable distance from each other chair-plates 32 are inserted between the stringers or I-bear n's and the base of the rails 4, said plates being substantially square and of a thickness exactly equal to the distance between the bottom of the rail and the top of the stringer. The chair plates are placed in a position shown in Fig. l and are constructed as shown in the detail view Fig. 11, each plate being stamped or out at diagonally opposite points to form lips 33. After the plate is inserted between the rails and stringer one of the lips 33 is bent downward, so as to engage under the top flange of the stringer, the other lip being bent upward, so as to engage over the base-flange of the rail. When the lips are so bent, the chair-plate is held in place and cannot escape from between the rail and stringer, even though the lips 33 become disengaged from the flange of the rail and stringer. The chair-plates take the weight of the passing train at points intermediate the ties and obviate any springing or bending of the rails intermediate their other points of support on the ties. V

A simple and effective Way of holding the chair-plate 32 in position is tb punch or indent the plate from the under side'and near one edge to form an upwardly-projecting spur 34. When the plate is driven between the rail and stringer, said spur engages the baseflange of the rail and serves to fasten the plate in place and keeps the lips 33 in engagement with the fianges of the rail and stringer.

Various changes may be made in the form, proportion, and minor details of construction without departing from the principle or sacrificing any of the'advantages of the invention.

Having thus described the invention, what is claimed as new is 1. In a railway road-bed, the combination of a series of ties having inwardly-projecting portions which overhang the bodies of the ties, stringers extending lengthwise of the road-bed, and passing beneath said projecting portions, and railway-rails supported on the projecting portions of the ties directly over the stringers;

2. In a railway road-bed, the combination of metal ties having recurved inwardly-extending overhanging portions equipped with inward to form overhanging portions, string ers extending lengthwise of the road-bed and passing between the bodies of the ties and said overhanging portions, railway-rails supported on said overhanging portions of the ties directly above the stringers, and means for securing the rails and stringers to the ties.

4. In railway road-beds, the combination of a series of metal ties having their ends bent upward and inward to form overhanging portions, tie-rods connecting said overhanging portions, stringers passing beneath the overhanging portions of the ties, railway-rails supported on the overhanging portions of the ties above the stringers, and means for securing the rails and stringers to the ties. I

5. In railway road-beds, the combination of metal ties having their ends bent upward and inward to form overhanging portions and provided with keyhole-openings arranged below and in vertical alinement with other openings in said overhanging portions, bolts removably fitted in said openings, stringers passing between the body portions and overhanging portions of theties and secured by said bolts, railway-rails resting on said overhanging portions directly over the stringers, and means for securing said rails to the ties.

6. In railway road-beds, a tie composed of a metal bar or strap having the ends thereof bent upward and inward to form overhanging portions, said overhanging portions being provided with transversely-extending converging rows of bolt-receiving holes, substantially as and for the purpose described.

7. In railway road-beds, the combination of a series of ties having inwardly-extending overhanging portions, stringers extending lengthwise of the road-bed and passing beneath the overhanging portions, and stay or lap rails arranged at one side of the joints between the stringers and passing beneath the overhanging portions of the ties, substana tie composed of a metal bar or strap having the ends thereof bent upward and inward to form overhanging portions for the support of the railway-rails,stringers extending beneath said overhanging portions, a bracket or yoke secured to the central portion of the tie and comprising upwardly-diverging arms, slotrails resting upon said arms, insulating-hangers mounted between the arms, conductorrails supported by said hangers, and a sheetmetal wall secured to the upwardly-extend ing arms of the yoke or bracket and forming a subway or conduit, substantially as described.

10. In a railway road-bed, the combination of a series of ties having inwardly-projecting overhanging portions,stringers extending beneath said overhanging portions,railway-rails resting upon the overhanging portions, and chair-plates interposed between the stringers and rails at points intermediate the ties, said JOHN W. COOPER.

Witnesses:

EDGAR B. OHATTERTON, CHARLES J. MAsoN.

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